Combined clutch and brake control



Nov. 30, 1937. E, Q STUD A Re. 20,565

COMBINED CLUTCH AND BRAKE CONTROL Original Filed March l, 1916 6Sheets-Sheet l NOVQSO, 1937. E, G51-AUDE Re. 20,565

' COMBINED CLUTCH AND BRAKE CONTROL original Filed March 1, 191e esheets-sheet 2 Nov. 3o, 1937. E. G. STAUDE Re- 20,565

y COMBINED CLUTCH AND BRAKE CONTROL originaygned March 1, 191e ssheets-sheet s Nov. 30, 1937,. l

E. G.l sTAuDE COMBINED CLUTCH AND BRAKE CONTROL Original Fled` March l191e 6 sheets-sheet 4 A y ,HMM

Nov. 39,1937. E. G. sTAuDE COMBINED CLUTCH AND BRAKE CONTROL OriginalFiled March 1`, 1916 6 Sheets-Sheet 5 MTA/E555 .s

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Nov, 3G, 1937. E. G. STAUDE Re. 20,565

COMBTNED CLUTCH AND BRAKE CONTROL Ori'ginalI Filed March l, 1916 6Sheets-Sheet 6 lRessued Nov. 30, 1937 UNITED STATES Re. y 20,565

PATENT OFFICE'.`

COMBINED CLUTCH AND BRAKE CONTROL Edwin G. Staude, Minneapolis, Minn.

Original No. 1,447,908,l dated March 6, 1923, Serial No. 81,468, March1, 1916. Renewed February 27, 1919, Serial No. 279,600. Application ffor reissue November 23, 1934, Serial No. 754,523

26 Claims.

In the operation of a power propelled vehicle, it is customary toprovide a clutch and a brake pedal, depression of one releasing theclutch and of the other setting the brake.

The object of my invention is to provide a single pedal for operatingboth the clutch and the brake, instantly or gradually, as may bedesired.

A further object is .to provide a pedal which, when set in a certainpredetermined position, will control both the clutch and brake, andpermit independent .operation of the engine accelerator.

Other objects of the invention will appear .from the following detaileddescription.

TheI invention consists generally in various constructions andcombinations, all as hereinafter described and particularly pointedoutin the claims.

In the accompanying drawings forming Vpart of this specification:

Figure 1 is a view;I partially in section, of a gas,

engine gear case and the foot board of a car, showing my inventionapplied thereto;

Figure 2 is asimilar view, showing thepedal set in position forcontrolling the clutchand brake and operating the accelerator; I

Figure 3 is a plan section, showingthe relative position of the pedalsand the operating mecha- `nismconnected therewith; f Y

Figure 4 is adetail sectional view of the single pedal, showing themeans. for,k locking ity in rits partially depressed position;

Figure 5 is a detail viewl ofthe jointy in theA pedalarm;

v Figure 6 is a general illustrate the oil circulating system therein;

Figure '7 is a sectional view, showing the apwallof the gear case andillustrating two positions ,ofl the controlling valve in the circulatingv,

system;

Figure' 10 is ak sectionalY view` on the linee-a.

of Figure 8; Y. i

Figure 1l isa sectional view on the line y-y of Figure 8; and

Figure 112 is alsectional view on the line .'r-.r v

'"of Figure 8.v u

In the drawings,y 2 represents the gear case of a gas engine of anyordinary or preferred construction. ",Io, lthis gear casey a casing 3 issecured by suitable means, preferably by inserting crank shaft I5 (seeFigures 1, 6 and 7).

x "Lew, partially in section, the wall of the gear case being brokenaway tok the bolts 4 in the head of the gear case through holes providedin the casing, as indicated in Figure 9. This allows the casing to bemounted o n the gear case or removed conveniently, whenever desired,without disturbing the other parts '5 of the engine. Supply and returnpipes 5 and 6 communicate with the crank case 'I and with the oilcirculating system 1', having a tube connection 8 with a gauge 9 and avalve I D mounted to open under pressure of the oil for lubricating 10the bearings of the cam shaft I I. The valve I0 also acts asv a reliefvalve when the pressure in the system becomes excessive. A suction pipeI2 has its open end in the well in the bottom of the crank case andleads to the gear pump I3 15 that is driven through the gear I4 from theThis crank case and oil circulating system is in gen,. eral use in thisvtype of engine.

The supply pipe 5 has a check valve I5' therein 20 v mounted toopen withthe oil pressure to admit the oil to-the pipe 5 and the casing 3 and prevent its .return flow through this pipe.k The return pipe B leads backinto the bottom of ,the

crankcase, as shown iin-Figure 7.y This check 25.

valve I 5 also` acts under. conditions below. described to hold pressureinthe system when the pump is not operating. The casing 3 is providedwith cylinders yII and I1, having pistons I 8 and I9 therein. providedwith lstems 20 andI 30 26 and 21 thereonwthin Ysaid sleeve, said heads35- being spaced apart a suitable distance for bridg` i'ng portsr28 and29 in `the walls ofsaid sleeve, and acting as pressureY balancing meansfor said'. valve. The supply pipe Sicomrnunicates with an` intake port30 in the wall of said valve chambery 40' and this port is arranged toregister'jwith theV port 28 in the sleeve to admit the inelastic iiuidbetween the Valve headsand. the port. 29 when said sleeve is arranged'toregister at a point in` its movementwith a-passage 3| which extendswl,`

across 'the cylinders I Ii andlll vand communi-l cates therewith. y

A chamber 32 isprovided in the lower-walls of thevcasing 3 andcommunicates with the return pipe 6 and also with the interior of the`Sleevejv23= 50 through the ports 24. The enlarged portion shown inFgure10 connectedl withfthe supplyv pipe 5 and leading to theintake port 3Dacts as a storage chamber for. the fluid under pressure and thusprovides an instant demand capacity. 55

, considerably in excess of the pump capacity when required by thedegree of movement or opening of the controlling valve 21. The upper endof the casing 3 has a chamber therein forming an air cushion for theinelastic fluid, the lower portion of this chamber being shown insection in Figure 10. 'Ihe intake port 29 leads intoan operating chamberhaving therein any suitable means such as the pistons I8-I9 againstwhich uid pressure,

generated by the pump or by the air cushion, acts l to control a part ofthe automobile. Valve I8 acts also to limit the amount` of pressureapplied against the air cushion, because if thepressure in the systembecomes excessive, the valve is opened, as has been before mentioned.The valve I 5' is shown so placed as to prevent back 110W toward thepump when' the latter is inoperative, and thus this'valve also assistsin the effectiveness of control by means of cushion-stored power, actingindependently of the pump.

It will be again noted that when the vpump is.

operating, the inelastic fluid compresses the air in the upper part ofthe casing 3 and sumcient power is thus stored for properly operatingthe pistons or other suitable means, independently of any pressurefurnished by the pump. Moreover,

' while thepump is operating, power is being stored as a result ofcompression of the air, or its functionally equivalent means. 'This aircushion constitutes elastic means ycompressible by the inelastic uid,and adapted after compression to react with sufficient force to maintainthe pressureapplying condition of the inelastic fluid when the pump isinoperative. Thus, an accumulator reservoir for braking power or clutchoperation, or other purposes, is provided. The air is put undercompression and thereafter reacts with suiiicient force to operateeither piston or both pistons, independently of the pump.

A rack 33 is mounted on the lower end of the sleeve 23 and is verticallyslidable therewith and engages the teeth of a pinion 34 (see Figure 12)on a shaft 35 having a gear 36 which meshes with a rack provided on thelower end of the rod 28 of the piston I8 and thereby simultaneousmovement in opposite directions of the piston I8 and the sleeve 23 iseffected. Ports 31 are preferably provided in the upper walls of thecylinders` I6 and I1 communicating with a passage 38 which leadsdownwardly to the return pipe to allow the lescape of any oil which maywork by the pistons during their operation in the cylinders.

The sleeve 23 has the function of a cut-off. When the brake piston I 8is raised from the position shown in Figure 8 to that shown in Figure 9,

the sleeve is drawn down tc partially close the larger opening andpermit the entrance of a.

greater volume of inelastic fluid to the brake piston cylinder to eiecta rapid movement of this piston and a corresponding application of thebrake. In this way, the driver of the car has complete control of thebrake and clutch and through the manipulation of the pedal by the footcan stop the car instantly or gradually as conditions may require.

. has a cam slot 43 formed therein.

'I'he upper end of the valve stem 25 (see Figure 1) is pivotallyconnected at 39 to a lever 48 which is pivoted at 4I to a. bracket 42.'I'his lever A bell crank is pivoted at 44 and has a short arm 45provided with an anti-friction roller 4'6whichis fitted into a cam slot43 and positioned to bear on the edges thereof. 'Ihe long arm 41 of thebell crank projects upwardly under the foot board 48 and at its upperend has a pivotal connection with a pedal arm 49, said connectioncomprising preferably a stud 58 on the arm 41 fitting within a Socket 5Iin the pedal arm and held therein by a pin 52 provided with a head 53and a compression spring 54. The pedal arm projects through a slot 55 inthe foot board and is provided with a lug 56 to engage the edge of aplate 51 that is secured to the underside of the foot-board in registerwith the slot 55'. 'I'he upper end of the rod- 49 has a pedal 58 ofordinary construction mounted thereon. An extension spring 59 isattached to the short arm of the bell crank and to the gear casing andresists downward movement of the long arm 41 and the pedal arm. An arm68 is the lug 56 is in engagement with the plate 51. A

rod 62 connects the arm 68 with the accelerator to the engine (notshown). When, therefore, the pedal arm is depressed below the pointshown in Figure 2, the accelerator will be operatedin the usual manner.Y

The initial downward movement of the arm 45 engaging the anti-frictionroller 46 with the upper edge of the slot 43 will raise the lever 40 andset the valve heads 26 and 21 in the position shown in Figure 8. Furthermovement of the anti-friction roller will not affect the position of thelever, 40 and the bell crank may be oscillated back andy forth tolactuate the accelerator without changing the position of the lever 48 orthe valve heads. The accelerator may thus be used in the ordinary wayduring the driving of the car without the movement of the pedalaffecting the clutch and brake control attachment. A shaft 63 is mountedon a bracket 64 on the crank case and a hub 65 is secured on said shaftand has an arm 66 which bears on the upper end of the piston rod 2| andis vertically movable in guides 61. A hub 68 is secured on the end ofthe shaft 63 and has a pedal arm 68 for rocking the shaft in its bearingand oscillating the arm 66. A hub 18 is loosely mounted on said shaftand has an arm 1I mounted to bear on the pistonrod 28 and verticallyAmovable in guides corresponding to those of the arm 66. A pedal arm 12is mounted on said hub 18 and both the arms 69 and 12 project upwardlythrough slots in the footboard 48 in position to be operated by the footof the driver. The hub 66 is connected with the clutch rod 13 and pedalarm 12 is pivotally connectcd at 14 to the brake rod 15, both the clutchv and the brake being of ordinary construction and requiring no detailedillustrationherein.

To use the device, the driver of the car will depressthe pedal arm fromthe position shown in Figure 1 tc that of Figure 2, thereby rocking thebell crank' downwardly against the tension of the spring 59 and movingthe anti-friction roller 46 in the cam slot 43 and raising the lever 48through the engagement of the roller 46 with the upper edge of saidslot. A slight movement of the pedal arm to one side will engage the lug56 with the.L

plate 51 and lock the arm in its depressed position. The valve connectedvwith the lever 40 will be raised to the position indicated in Figure 8,the head 21 closing the passage between the port 3|! and the passage 3|and thereupon the flow of the inelastic iiuid from the port 30 into thepassage 3| and the cylinders I6 and I1 will be cut off. The passage 3|will now be connected with the passage 32 through the port 29 in theside of thesleeve 23, and the ports 24 in the bottom of said sleeve, andthe oil or inelastic liquid will be forced out of the cylinders I6 andl1 by the usual spring pressure ordinarily employed to connect theclutch and to release the brake. `Such springs being in common use forvthis purpose are not illustrated herein. The oil will now exhaust fromthe cylinders I6. and I1., the passage 3|, and the return pipe 6 intothe crank case 1. The p edal arm will be in position to operate theaccelerator when depressed beyond la point shown in Figure 2, as thecontinued movement of the anti-friction roller in the slot 43 will haveno eiect on thel lever 40, the roller traveling in the arc of a circlehaving the same radius as the slot and consequently the arm 45 may moveback and forth in the right hand end of the slot 43 without moving thelever 4|l in either direction. This allows the driver of the car tocontrol the accelerator without changing the position of the clutch orbrake controlling valve. In case, however, it is desired to release theclutch and set the brake, the driver will disengage the pedal arm fromthe plate'51, whereupon the spring 59 will throw the bell crank upwardlyand the arm 45, swinging toward the left,

will engage the anti-friction roller 46 with the` lower. edge of theslot 43 and force the lever 4|! downwardly, shifting the valve from theposition shown in Figure 8 to that of Figure 9. The passage 3| will thenbe opened to the flow of oil from the port 30 and driven by the pumppressure the oil will enter the cylinders I6 and' I1, raising thepistons I8 and I9 from the position shown in Figure 8 to that of Figure9, one piston automatically,through its connections, releasing theclutchV and the other setting the'brake.

v 4 Operation --The lubricating system is operated in the usual manner;oil being forced through the pipe 1" by the pump. A portion of thisoil'will be forcedthrough the valve l into the pipe 5 and the casing '3and kport 30 linto the valve chamber 22. When the valve heads 26 and 21are in the position shown in Figure 8, which is the position theywill-be in whenithe pedal arm is depressed, the further movement of theoil or inelastic iluid is checked and the pistons remain in the positionshown in Figure 8 with the clutch connected and the brake released. Whenthe pedal arm is released'and returned to its normal position thevalvestem 25 and the valve heads '2E and 21 move downward into theposition vshown in Figure 9, The oil or inelastic fluid now passes fromthe port 3|I, through the valve chamber, and into the passageV 3|forcing the'cylinders Ill and |9'upward into 'the position shown inFigure 9, and thereby disconnecting the clutch and setting thebrake.

When the pistons I8 and I9 begin their upward travel the movement of`the bralre controlling, piston `||l, through the means described, movesi' thesleeve23 downward from the position shown inv Figure 8 to theposition shown invFigure 9, thereby gradually closing the port leadinginto the passage 3| that communicates with the cylinders IB and |1.

During the above described operation, the sleeve 23 will be shifted fromthe open position shown in Figure 8 to the vposition illustrated inFigure 9, where it operates as a cut-01T to control the iiow of theinelastic iiuid to the pistons and enable the driver, as heretoforedescribed, to check the speed of the car quickly or gradually, theapplication of the brake being governed entirely by the relativeposition of the controlling valve or cut-off sleeve. I

It will be noted that this attachment is made as an adjunct or branch ofthe circulating system of the gas engine in which there is a constantpressure of the inelastic fluid when the engine is in operation, thecontrolling valve operating to admit this fluid pressure to the clutchand brake operating means or close the passage thereto, the cut-off inconnection with the valve enabling the driver to still 'further controlthis flow through the travel of the brake operating means. l

I have used the word clutch in the specification and claims in a broad`or general sense, to indicate any suitable means `for transmitting powerfrom the engine to the driving axle of the vehicle, the specic form ofsuch transmitting or connecting means forming no part of my in vention.

It will be further noted that by the use o the .compressible elasticmeans, a constant pressure of the pump, power has been stored in theaccumulator chamber. Of course, in this case, the pedal-operatedcontrolling Valve operates to admit this fluid pressureto the clutch orbrake operating means as inthe rst case. The important feature is thatfluid pressure is assured during inoperative periods of the pump, aswheny the automobile is not running under power, or not running at all.Under these conditions, the check valve I5' acts of course to maintainthe stored pressure. Duringoperation of the pump the valve I0 relievesover-pressurein the system. I claim as my invention: LA brake controlforpower propelled vehicles comprising a pedal, an accelerator redactuated thereby,v7 a fluid circulating system, a brake operating meanstherein, a valve control,- ling'the flow of iluid through said system,the

vinitial movement of said pedal operating said valve to cut oif the flowofiiuid through said 'system, the release of said pedal allowing themovementor' said valve to open the passage through; said system andactuate said brake-operating through the movement of said brakeoperating" means, the degree of movement of said valve controlling theflow of iiuid in the system and the operation of the cut-off andthebrake-operating means.l

3: The-combination, with `the lubricating system of a gas engine fora'power propelled vehicle, of cylinders and pistons therefor having pipeconnections with said system and a valve yfor controlling the flow ofiluid to said cylinders,

lever connected with said valve, means operating said lever during apredetermined part of the stroke of said pedal arin, said arm havingmeans for operating the accelerator during the remainder of its strokeindependently of said lever and valve, the initial movement of said armsetting said valve to close the flow of fluid through said system,connect the clutch and release the brake, the return of said arm to itsnormal position releasing said valve and admitting fluid p ressure tosaid brake and clutch operating means to release the clutch and set thebrake.

5. In a power propelled vehicle, a pedal arm having means for yieldinglyholding it in its raised position, and means for locking it in itspartially depressed position, a fluid Acirculating system, a clutch andbrake operating means mounted therein, a Valve for controlling the oW offluid through Isaid system and operatively connected with said pedal armand actuated during its initial movement to check the flow of uid insaid system, and thereby connect the clutch and.

release the brake, the latter part of the stroke of said arm operatingthe accelerator independently of said valve, said arm, when releasedfrom its intermediate locking position, operating said valve to opensaid system to the ow of fluid therein for releasing said clutch andsetting said brake.

6. The combination, with the lubricating system of a gas engine for apower propelled vehicle,

of cylinders and pistons `therefor having pipe connections with saidlubricating system and a valve for controlling the flow of uid to saidcylinders, means actuated through the movement of said pistons foroperating the clutch and the brake of the vehicle, a pedal arm havingmeans Afor connection with' said valve, the initial downward movement ofsaid arm operating said valve to cui'l off the flow of iiuid to saidpistons thereby connecting the clutch and releasing the brake, thesubsequent downward movement of said arm operating the acceleratorindependently of said valve, said arm, upon its return to its normalposition, operating said valve to release l the fluid in' said systemfor reversely operating said clutch and brake pistons.

7. The combination, with a gas engine and its lubricating system havingan inelastic fluid therein under constant pressure, of clutch and brakeoperating means in said system, a valve for controlling the flow offluid to said clutch and brake operating means, a cut off connected forsimultaneous movement with said brake operating' means, and means forshifting said valve, the degree of movement of said valve regulating thevolume of flow of the fluid and the travel of said brake operatingmeans.

8. The combination with a gas engine and its lubricating Asystem havingan inelastic iiuid therein under constant pressure, of a brake operatingmeans in said system, a valve for controlling the flow of uid to saidbrake operating means actuated through the movement of said' means, acut-off connected for simultaneous movement to said brake operatingmeans, and means for shifting said valve to regulate the flow of fluidthrough said system, the degree of movement of said valve increasing ordecreasing the volume of iiow of the fluid and the travel of said brakeoperating means.

i 9. Thel combination with a gas engine and its lubricating systemhaving an inelastic iuid therein under pressure. of brake operatingmeans in said system, a valve for controlling the flow of fluid to saidbrake operating means, and `means for shifting'said valve, the degree ofmovement of said valve regulating the volume of flow of the fluid andthe movement of the brake operating means. i

10. The combination with a gas engine and its lubricating system havingan inelastic fluid therein under pressure, of brake operating means insaid system, a valve for controlling the flow of fluid to said brakeoperating means, a cut-off connected for simultaneous movement with saidbrake operating means, and means forshifting said valve, the degree ofmovement of said valve regulating the volume of flow of the fluid, thetravel of said brake operating means, and the movement of said cut-off.

11. A brake control for power propelled vehicles, comprising a pedalarm, an inelastic fiuid circulating system under pressure, brakeoperating means in said system, a valve for controlling the flow of uidto said brake operating means and means for shifting said valve, thedegreeof movement of said'valve regulating the volume of flow of thefluid, and the travel of said brake operating means, and elastic meanscompressible by the fluid and adapted after compression to react tomaintain pressure-applying condition of the said fluid.

12. A brake control for power propelled vehicles, comprising a pedalarm, an inelastic' fluid' circulating system under pressure, brakeoperating means in said system, a valve connected with the pedal arm forcontrolling the flow of uid to said brake operating means, the degree ofmovement of said valve regulating the volume of flow of the fluid, andthe travel of said brake operating means, and elastic means compressibleby the fluid and adapted after compression to re-act to maintainpower-applying condition of the said uid.

13. A brake control for power propelled vehicles, comprising a pedalarm, an inelastic fiuid circulating system under pressure, brakeoperating means, in saidsystem, a cut-off valve connected forsimultaneous movement with said brake-operating means, and means lforshifting sai'd valve, the degree of movement of said valve regulatingthe volume of flow of the fluid, and the travel of said brake operatingmeans, and elastic means compressible by the fluid .and adapted aftercompression to re-act to'maintain power-applying condition of the saidfluid.

14. In combination with an automobile, an inelastic uid pressure system,means for creating pressure in the system, said system including anoperating chamber having means therein against which the fluid acts tocontrol a braking element of the automobile, said system also havingelastic means compressible by the inelastic uid during operation of thepressure-creating means and adapted to re-act to maintainthe workingpressure of said fluid when the pressurecreating means is inoperative,and avalve operable to controlpressure flow f balancing means for the offluid to said operating chamber and means therein.

15. A control forpower propelled vehicles comprising an inelastic uidpressure system and means for creating pressure in the system, saidsystem including an operating chamber having means thereinagainst whichthe fluid acts to control a braking element of the vehicle, said systemalso having an accumulator chamber having associated therewith elasticmeans compressible by the inelastic fluid during the operation of thepressure-creating means and adapted to re-act' to maintain the Workingpressure of said fluid when the pressure-creating means is inoperative,a valve for-,controlling the flow of/ said inelastic fluid to saidoperating chamber and means therein, and means controlled by thepressure applied in the operating chamber for closing said Valve.

16. A control for power propelled vehicles comprising a pedal arm, aninelastic fluid circulating system under pressure including an operatingchamber having a control-operating means therein for operating a brakingelement, and said system having an accumulator reservoir including acompression chamber, a pump for circulating inelastic fluid underpressure to said accumulator reservoir and'compression chamber, a checkvalve interposed between saidpump and said accumulator reservoir, meansfor controlling the maximum pressure in said accumulator reservoir, avalve operated by said pedal arm for controlling the 'flow of saidinelastic fluid from said accumulator reservoir to said operatingchamber and control-operating means therein, and means controlled as aresult of pressure applied in said operating chamber for closing saidvalve.

17. A brake control for power propelled vehicles, comprising a pedalarm, an inelastic intermittent fluid circulating system under pressure,brake operating means in said system, a valve for controlling the flowof said circulating fluid under pressure to said brake operating means,and means for shifting said valve, said valve having fluid underpressure to be admitted to the brake operating means and additionalmeans acted on by the admitted pressure to said brake oper-ating meansfor closing said valve, the degree of movement or opening of said valveregulating the volume of flow .of ythe uid under pressure at the initialopening of the valve and the rate of travel of said brake operatingmeans, and a fluid storage chamber including elastic means compressibleby the fluid under pressure and adapted after compression to react tomaintain pressure applying condition of said fluid under pressure, and.pressure responsive means for limiting themaximum fluid pressure.

18. A brake control forv power propelled vehicles, comprising a pedalarm, an inelastic intermittent fluid circulating system under pressure,brake operating means in said system, and a valve connected with saidpedal arm for controlling the flow of liquid under pressure to saidbrake operating means, said valve having balancing means for the liquidunder pressure to be admitted to the brake operating means, andadditional means acted on by the admitted pressure to said brakeoperating means for closing said valve, the degree of movement oropening of said valve' regulating the flow of the fluid underpressure'at the initial opening of the valve and the rate of travel ofsaid brake operating means, and a fluid storage chamber includingelastic means compressible by the liquid under pressure and adaptedafter compression to react to maintain pressure applying' condition ofsaid liquid under pressure.

19. A brake control for power propelled vehicles, comprising .aninelastic intermittent fluid circulating system under pressure, a valvefor controlling the flow of fluid under pressure to said brakeoper-ating means, a cut-off cooperating with said valve and connectedi'or simultanecus movement with said brake operating means, and meansfor shifting said valve, said valve having balancing means for the fluidunder pressure to be admitted to the brake operating means, the degreeof movement or opening of said Avalve regulating the volume of flow ofthe fluid under pressure at the initial opening of said valve and therate of travel of said brake operating means and the movement of saidcut-oil, and a uid storage chamber including elastic means compressibleby the fluid under pressure and adapted after compression to react ,tomaint-ain pressure applying condition of said fluid under pressure.

20. The combination, with a gas engine and its lubricating system havingan inelastic iluid therein under pressure, means for creating pressurein the system, a brake element operating means in s-aid system, a valvefor controlling-the ow of fluid to said brake element operating means,and means for shifting said valve, the degree of movement of said valveregulating the volume of flow of the fluid and the movement ofl thebrake element operating means, said system also having an elastic meanselastic fluidy during operation of the pressurecreating means andadapted to maintain the working pressure of said fluid when thepressurecreating means is inoperative.

21. The combination, with a gas'engine and its lubricating systemlhaving an inelastic fluid therein under pressure, means for creatingpressure in the system, a brake' operating means in said system, a valvefor controlling the flow of fluid to said brake operating means, andmeans for shifting said valve, the degree of movement of said valveregulating the volume vof flow of the fluid and the movement of thebrake operating means, said system also having an elastic vmeanscompressible by the inelastic fluid during operating of thepressure-creating means and adapted to maintain 'the working pressure ofsaid fluid when the pressure-creating means is inoperative.

22. The combination, with a gas engine and its lubricating system havingan inelastic fluid therein under pressure, means for creating pressurein the system, a brake and clutch operating means in said system, avalve for controlling'the ilow of fluid to said brake and clutchoperating means, and means for shifting said valve, the degree ofmovement of said valve regulating the volume of flow of the iluid andthe movement of the brake and clutch operating means, said system alsohaving an elastic means compressible by the inelastic fluid duringoperation of the pressurecreating means and adapted to maintain theworking pressure of said fluid when the pressurecreating means isinoperative.

23. In combination with an automobile, an inelastic fluid pressuresystem, means operable by a part of the automobile for creating pressurein the system, said system including an operating chamber having meanstherein against which the fluid acts to control a brakingstructure, ofthe automobile, said system also having an accumulator chamber havingassociated therewith elastic means compressible by the inelastic fluidduring compressible by the in.

' means is inoperative, and a valve adapted to control pressure flow ofiluid to said operating chamber and means therein.

24. In combination with an automobile, an.

inelastic iluid pressure system, means operable by a part of theautomobile for creating pressure in the system, said system including anoperating chamber having means therein against which the fluid acts tocontrol a braking structure, of the automobile, said system also havingelastic means compressible by the inelastic iluid during operation ofthe pressure creating means, and adapted to re-act to maintain theworking pressure of said fluid when the pressure-creating means islnoperative, a iirst and pedal-operable valve adapted to controlpressure ilow of fluid to said operating chamber and means therein afteraction of the .fluid on said compressible elastic means, a second valvepermitting pressure ow of fluid against said compressible elastic meansbut preventing back ilow when the pressure-creating 'means isinoperative, and a third valve for limiting the lamount of pressureapplied against said compressible elastic means.

25. In combination with an automobile', an inelastic iluid pressuresystem, means operable by a part of the automobile forcreating pressurein the system, said system including an operating chamber having meanstherein against which the iluld acts to control a braking structure, ofthe automobile, said system also having elastic means compressble by theinelastic fluid during operation of the pressure creating means andadapted to re-act to maintain the working pressure of said uid when thepressure-creating means is `inoperative, a rst and pedal-operable valveadapted to control pressure flow of fluid to said operating chamber andmeans therein after action of the fluid on said compressible elasticmeans, a second valve between said compressible elastic means and saidpressure creating means to prevent back ilow when the pressure-creatingmeans is inoperative and a third valve for limiting the amount ofpressure applied against said compressible elastic means.

26. A control for power propelled vehicles com.- prising an inelasticfluid pressure system, and means for creating pressure therein, saidsystem including an operating chamber having means therein` againstwhich the fluid acts to obtain control of a braking structure of thevehicle, said system also including a chamber providng an air cushionwhich is compressed by the inelastic fluid, and which is adapted tore-act to maintain pressure in the system when the pressure creatingmeans is inoperative, a valve interposed between said ar cushion andsaid operating chamber and means therein for controlling the pressure ofthe iluid to operate said means, a check valve interposed between saidpressurecreating means and said airrchamber for preventing back flowfrom sal'd chamber, and a relief valve for controlling the maximumpressure in said chamber.

EDWIN G. S'I'AUDE.

